Engine



l y 1,626,457 April 25 1927- N, F. r-'oNER ENGINE Filed Aufl. 2O. 1925 5 Sheets-Sheet 1 clito/manzo April 26, 1927. 1,626,457

N. F, FONER ENGINE Filed Aug. 20 1925 I5 Sheets-Sheet 2 I fw' cgfmvcufoz ./Vwaw E Form1' April 26, 1927.

N' F' FONER ENGINE Filed Aug, 20. 1925 5 Sheets-$166173 New/UIDEFOHBF Patented Apr. 26, 1927.

UNITED@ STATES' PATENT OFFICE.

NEWTON F. FONER, PITTSBURGH, PENNSYLVANIA.

ENGINE.

Application mea august 2o, 1925. serial No. 51,419.

' it being'possible to vary and adjust the character ofthe mixture, and the danger nf premature explosion being eliminated.

The invention lhas as one of its objects, vthe provision of' an engine embodying a set of cylinders for suction and compression, wherein, as the name indicates, the charge or air is drawn in and compressed before it is passed over to the combustion cylinders.`

By forcing a cooling mediumrrst through the compression jacket and then through the combustion jacket, the medium cools the- -charge in the compression cylinder and then is assed to the combustion cylinder.

t is also arranged to carry the cooling medium first about the combustion. cylinders and then about the compression cylinders`I the cooling medium functloning at a higher temperature than that which exists in the vcompression cylinder when the flow is in an opposite direction. The compression c linders do now act as a heat-interc anger on the cooling medium and absorb part of the B, t. u.s before the same has passed to the recirculating tank. The temperature of the compression cylinders in View of the foregoing, can be regulated to suit the ignition temperature of the fuel, the B. t. u. in the combustion cylinders being increased, by charging it with a hot combustion product or combustion air as the case may be, those parts of the B. t. u.s which would otherwise be wasted, are being utilized. The construction, moreover, is such that the area of the cooling tank or radiator -may be reduced, because the compression cylinders operate as cooling members.

In the case Where fuel explodes at a very low temperature or from other operating reasons, it is desired to operate the engine on a constant 'pressure basis, then we heat the combustion air in the compression cylinder with the hotcirculation fluid from the combustion cylinder and mix the charge in the colnbustion cylinder after closing of valve A further object of the invention is improve t'he means for actuating the valves and for bringing about a proper timing of the valves,

The invention aims to provide an engine which will operate in a satisfactory and eflicient way with widely different sorts of fuels, the use of no one particular fuel being re uisite.

lfurther object of the invention is so to construct the eno'ine that the variousV movements will confpormv to the crank shaft motion in such a way that a compact engine will result.

Further, the .invention does not require the use of cam shafts and other details which produce complications in manufacture and in operation, The device is self-balanced and requires no Hy wheel, the engine being capable of use in connection with an airplane, although it is not confined to that use, and may 'be employed for any purpose to which it is adapted, it being observed that the engine will operate without an expensive or cumbersome support.

It is within the province of the invention to improve generally and to enhance the utility'of, devices of that sort to which the .invention appertains.

In the dra-Wings, one form has been shown, by way of illustration, merely, but it is to be understood that the invention maybe embodied in many other'forms, and that a mechanic, Working within the scope of what is claimed, may make such changes as his skill may suggest, lwithout departing in anywise from the spirit of the invention.

In the accompanying drawings y .Figure 1 shows in section, an engine wherein the invention has been embodied, parts appearing in elevation; 'Figure 2 is a sec-tional elevation taken in a plane about at right angles to the cutting plane in Figure l; Figure 3 is a sectional'view ofthe' cam mechanism; Figure 4 is a sectional view ,of the camv mechanism, taken in a plane about at right angles to the cutting plane in Figure 3. y

In carrying out the inventionthere is provided aframe 1, which may be of any desired sort. As shown, but not ofnnecessity,

the frame 1 embodies a tubular crank case 2 having openings 3 and 4; about its periphery. A shaft 5 extends longitudinally of the crank case 2 and is journaled for rotation therein, the shaft having cranks 6 and 7, located Within the case 2. As has been stated hereinbefore, the engine is so constructed that it can be used on airplanes, and the shaft 5, therefore, has been shown, inFi re 1, as carrying a propeller S-althong the engine may Vbe for any purpose for which it is adapted.

compression cylinders 9 are mounted on the crank case 2 in radial relation thereto, and there may be as many or as few of these cylinders as the taste of the designer, or

the proposed use of the engine, may demand. The compression cylinders 9 have jackets 10 for the cooling medium, which may be Water, or anything else suitable for the puror convenience in tracing out the flow of the cooling medium, the jackets `of certain of the compression cylinders have been designated, yin Figure 2, by the characters 10n and 10b, the corresponding compression cylinders being designated by the characters 9a and 9". A pipe for carrying the cooling medium is designated by the numeral 18 and communicates with the jacket 10Et of the cyl- 1 inder 9a that jacket being connected to theV 'next jac et 10, the remaining jackets .10 being connected, and the linal jacket 10 being connected to the jacketl 10b by pipes 19 or their equivalent. A pipe 20 connects the jacket 10b with the jacket 15 of the combustion'cylinder 14 which is opposite to the cylinder 9a, the jackets of the combustion cylinders being connected by pipes 21 or the like, a

ipe 22 ,communicating with the jacket o the combustion cylinder which is opposite to the compression cylinder 10b.

The numeral 28 marks air strainer containing also a fuel inlet communicating with a conduit 24 which, in its turn, communicates with the compression cylinders 9 at their outer ends, the passage of the fuel from the conduit 24 into the outer ends of the compression cylinders 9 being under the govern- I ance of spring-closed inlet valves 25. Goininunication is established between each compression cylinder 9 and theV corresponding combustion cylinder 14 through a passage 26, under the governance of a spring closed transfer valve 27. The exhaust vconduit is marked by the numeral 23 and communicates with the combustion cylinders 14, the passage of the exhaust from the cylinders 14 into the exhaust conduit 23 being under the control of spring-closed exhaust valves 29.

The transfer valves 27 and the exhaust valves 29 are o erated by levers 30 fulcrumed intermediate their ends at 31 on the frame of the engine, and to the outer end of each lever 30, a link 32'is pivoted, the link Figures 3 and 4, although the levers might .f

be operated otherwise. As shown, the cam mechanism includes a hub 37 and a disk 38 on the shaft 5, a lateral annular rib 39 and a riin Ill/.being secured to the-disk 38, the parts 35 having rollers 41 or the like which operate between the hub 37 and the rib 39, the corresponding arms, for the levers 36 carrying rollers 42 which operate between the rib 39 and the rim 40. j

The charge or combustion air is sucked in through the inlet 28 and the conduit 24, enters the compression cylnders9, the inlet valves 25being opened. The valves 25 close', the fuel is compressed by the pistons 11 in the cylinders 9, the valves 27 open, admitting the compressed fuel into the cylinders 14, the valves 27 close, the fuel is compressed in the cylinders 14 by the pistons 16, the charge is tired in any suitable Way, the pistons 16 do their Work, the valves 29 open, and the-exhaust leaves by Way of the exhaust conduit 23.

The operation of the valves is simple. Taking the valves 27 and 29 as typical, these valves are actuated by a train of element-'s comprising the lever 30, the link 32, the

lever 33, the part 35, the projections or rollers 41, and the cani mechanism shown 4in Figures 3 and 4, the cani mechanism being so designed that 1t will operate all ot the lvalves in properly timed relation.

'Ihe cooling medium, passing through the parts 18, 10, and 19, moves in a circuit beginning with the jacket 10 of Figure 2, and ending with the jacket 10b of Figure 2, the medium thus being caused to circulate through the jackets of the compression cylinders 9. The cooling medium then crosses over through the pipe 20, and makes a circuit through the jackets of the combustion cylinders 14, the cooling medium leaving by Way of. the ipe 22. By any suitable mechanism, not s own, the direction of fiow of the cooling medium may be reversed. If the cooling medium passes iirst through the jackets of the compression cylinders 9 the charge or the combustion air be cooled to any desired degree, because the cylinders 9 tend to equalize its temperature with 'the cooling medium." By passing the cooling medium first through the jackets of the combustion cylinders land then through the jackets of the compression cylinders 9, the compression cylinders are heated, that is the charge or combustion air, to any desired temperature with the B. t."u.s contained in the medium on its return from the combustion cylinders'l/l. It is possible, therefore, to regulate the temperature in the compression cylinders 9 tov accommodate fuels having different firing points of temperature. A wide variety of fuels may be used, and the operator can cool or heat up the 'charge or combustion air, in the cylinder to suit operating conditions.

The engine can also be operated entirely.

air cooled or partly air cooled. Since the compression cylinders are not necessarily of the same volume, the quantity of the air supply is predetermined by the volume relations of the cylinders.

The Work of the combustion cylinders is well regulated through the control `of the4 temperature and pressure of the charge in the compression cylinders. What is claimed is v1. An internal combustion engine comprising a compression cylinder and a combustion cylinder, a transfer valve controlling the flow from the compression cylinder to the combustion cylinder, an intakev valve controlling the flow to the compression cylinder, an exhaust valve controlling the iowI from .the combustion cylinder, pistons operating in the cylinders, a crank shaft,

shaft, means for operating one of the valves and means for operating the other two of the valves, both of said means being'l operated independently butin properlytimed relation, by the crahk shaft. l

2. An internal combustion engine coml prising a compression cylinderA and a compit-- mans connecting the pistons with the-crank bustion ylinder, a transfer valve controlling the owfrom the compression cylinder to the combustion cylinder, an intake valve p controlling the flow to the com ression cylinder, an exhaust valve control ing the flowfrom the combustion cylinder, pistons operating in the cylinders, a crank shaft, pitmans connecting the pistons with the crankpistons operating` in the cylinders, a shaft journaled in the ends of the case and having cranks located within the ease, pitmans connecting the cranks with the cylinders, inlet i' .'5

valves for the compression cylinders, ex-

haust valves for the combustion cylinders,

transfer valves controlling the flow from the compression c linders to the combustion cylinders, all of t e valves being' located at the outer ends of the cylinders, 'means for.

operating the valves, embodying levers ful crumed at the outer] ends of the cyl-V inders and' extended inwardly toward one end7 of the crank case, a cam disk `on the shaft and located at said end ofthe crank1 case, other levers fulcrumed intermediate theirends on said end of the crank case,

links connecting the inwardly extended ends of rthe frst-spe'cied levers with the said other levers, and arms pivoted to said other levers and cooperating with the cam disk. In testimony that I claim the fore oing as my own, I have hereto aiiixed my slgnav ture'. i

' NEWTON r. nonna.J 

